Internal-combustion motor.



' No. 666,839. I Patented Jan. 29, 1961.

H. L. ARNOLD.

INTERNAL COMBUSTION MOTOR.

(Application filed Feb. 17. 1900.)

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(Application filed Feb. 17, 1900.)

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TPATENT HORACE L. ARNoLD, OF NEw YORK, N. Y.,- ASSIGNOR TO JOHN A. HILL, OF sAME PLAoE.

lNTERNAL-COMBUSTION MOTOR.

SPECIFICATION forming part of Letters Patent N 0. 666,839, dated January 29, 1901.

Original application filed April 2, 1898, Serial No. 676,211. Divided and this application filed February 17, 1900. Serial No.

5,576. (No model.)

To all whom it may concern:

Be it known that I, HoRAo'E L. ARNOLD, a citizen of the United States, residing in New York, (Brooklyn,) in the county of Kings and State of New York, have invented certain new and useful Improvements in Motors, of which the following is a specification.

This invention relates to motors operated by gas generated by the combustion of vapor, and more particularly to the fluid-feeding, vapor-generating, and vapor-burning parts of the motor.

While my invention may be employed with any suitable motor of the kind mentioned, it is herein shown, for purposes of illustration, applied to an engine of a construction disclosed in my application filed April 2, 1898, Serial No. 676,211, of which my present application is a division.

I-Ieretof ore in the various classes of hydrocarbon and other vapor motors of which I am aware the parts have been so arranged that either the fluid was not vaporized with certainty or if vaporized completely the heat resulting from combustion has so efiected the parts containing the gas-generating agent that there has been great liability of damage and of premature explosion, with its attendant danger to life and limb and property. Primarily my invention is designed to remedy these evils and to provide a construction in which the receptacle for containing the fluid from which the gas is generated is located remote from the gas-generating and combustion devices, and is consequently not affected by the heat caused by the combustion or by that due to the means employed for preliminarily heating the chamber in which the fluid is vaporized and the charge of mixed vapor and air is compressed and ignited.

A further object of the invention is the provision of devices for cooling certain of the parts afiected by heat, and thus lowering the temperature of the products of combustion to the proper degree for admission to the motor.

Referring to the accompanying drawings, Figure 1 is a plan view of a motor, showing my invention applied thereto. Fig. 2 is an ton at the limit of its rearward stroke.

end View looking toward the right in Fig. 1. Fig. 3 is a side elevation. Fig. 4 is a vertical section of the vaporizing and combustion devices of the motor, showing a fly-wheel in elevation, the parts being represented with the piston near thelimit of its upward stroke. Fig. 5 is a view similar to Fig. 4,with the pis- Fig. 6 is a detail in section of means employed for feeding the gas-generating fluid to the vaporizing and combustion devices. Fig. 7 is a section on line 00 00, Fig. 6, looking downward.

Like characters refer to similar parts throughout the several views.

Any suitable kind of motor may be employed, and that illustrated in connection with my invention is designated in a general way by 10 and comprises a frame, preferably of skeleton form, composed of a hollow base 11, which may be conveniently utilized as a receptacle for the fluid to be vaporized, suit able standards 12, a tubular top connection 13, a bracket 14, the purpose of which will be hereinafter described, and a bracerod 15, connecting the top portion 13 and the base 11. Carried by this framework is any suitable motor, that shown being a compound engine, the high-pressure cylinder of which is designated by 16 and the low-pressure cylinder by 17, and these cylinders are equipped with pistons Whose rods are connected with the cranks 18 and 19, respectively, of a crankshaft 20, journaled in suitable bearings of the frame, and mounted on this crank-shaft is a fly-wheel 21. Part 14 of the frame is shown in the nature of a depending bracket, is equipped near its lower end with a bearing for the crank-shaft 20 of the motor, and is formed with a sleeve or eye 22 at its upper end, which surrounds the tube 13 and may be secured thereto by a split connection 23 or in any other convenient manner.

Attached to or integral with the sleeve 22 is a flaring funnel-shaped portion 24, constituting a wind-sail, the purpose of which will be hereinafter described.

Connected to the forward end of crankshaft 20 is a crank 25, and to this crank is attached a pitman 26, articulated at one end to a cross-head 27, sliding upon guide-rods 28 28, secured to the framework. This crosshead is attached to a hollow piston-rod 29, having a piston 30 at its upper end formed with openings 30, and said piston-rod is connected to or it may be integral with a tubular pump-plunger 31, the lower end of the feed-duct of which is equipped with a suitable valve 32, (shown as a ball-valve,) held in a recess of the plunger by a channeled screweap 33.

At the forward end of the hollow base 11, constituting the fluid-receptacle, is mounted a stationary chamber or well 34, internally threaded at 34' and provided with openings 34*, communicating with said receptacle, and carried by said chamber is a plug or piston 34 Adjustably connected in any suitable manner to the well or chamber 34as,for instance, by a threaded connection--is a pump-cylinder 35, having longitudinal ports or openings 35 and an externally-threaded portion 35 and carrying a gear 36, which may be operated in any desired manner for the purpose of adjusting the pump-cylinder toward and from the piston 34 to regulate the amount of fluid supplied to the vaporizing and combustion devices. For the purposes of illustration gear 36 is shown as a pinion intermeshed with a toothed segment 37, pivoted at 37 to the base 11, said segment having a knob 37 by which it may be manually controlled, this construction being suitable for locomotive or marine engines; but an obvious modification could be adopted which would place either the gear alone or the gear and segment under the control of a device by which it would be automatically actuated to regulate the speed of the motor.

Near its end adjacent to piston 30 the tubular rod 20 has a recess in which is placed a ball-valve 39, opening outward, although any other suitable valve could be substituted therefor without departure from this invention, and said valve is retained in place by a threaded cap 40, having a channel communicating with the tubular piston-rod 29. Piston 30 is perforated at 30 to admit air to the charge-compressor chamber on its rearward stroke and is provided with a disk valve 41, loosely hold in place by the cap 40, which valve will permit an in rush of air to said chamber on the retractive movement of the piston and will tightly close ports 30 as the piston advances in said chamber to compress the vaporired charge.

Attached to or preferably, as shown, integral with the bracket 14 is a charge-com-.

pressor cylinder 42, having its upper end externally threaded at 42, and partially surrounding this cylinder is a charge-igniting device, shown as a brazier, although it is.

distinctly to be understood that any kind of igniting device may be employed, the invention not being limited to that illustrated.

At the upper part of the charge-compressor cylinder 42 the charge is ignited, and said cylinder is therefore extremely hot, and for this reason the fluid-feed-pump plunger is located a considerable distance from said cylinder, so that it will remain cool notwithstanding that it forms a part of the compressor-piston. In virtue of this construction a long slender column of the fluid to be vaporized is supported within the feed-pump plunger and the pistonrod, and it is immaterial at what point in said column vaporization of the fluid begins, for the column is augmented by an increment variable at will. If too much fluid is being supplied, causing too great a speed of the motor, the feed-pump mechanism is adjusted to deliver less fluid to the charge-compressor cylinder, and if not enough fluid is being fed to said cylinder an adjustment is made to cause more fluid to be delivered thereto, the only essential condition being that the pump-pl un ger shall not be heated to such a degree that vaporization of the fluid in the reservoir and its immediate accessories will take place.

At one end the charge-compressor cylinder 42 is closed by a valve 43, shaped on its side closely to fit the piston 30 and its cap 40, whereby no gas will be retained between the piston and valve, and clearance is therefore reduced to a minimum. When a charge is ignited and combustion thereof commences, valve 43 will be forced open by the pressure generated, and to prevent a too-rapid movement of this valve a part thereof may be formed into a dash-pot 44, which cooperates with a piston 44 of a pressure-receiving and combustion chamber 41, which constitutes a compartment of a cylindrical extension 45, shown as connected to one end of the charge compressor cylinder 42. Located intermediate the ends of this extension 45 is-a diaphragm 46, having a seat 46 and ports 46 which form one end of the chamber 44 and the other end of a pressure-valve and safetyvalve chamber 47, and within this chamber 47 is a loaded pressure-valve 48, having a face 48', normally resting upon the seat 46, which valve obstructs the passage of gas under pressure from the chamber 44 to the motor-supply pipe 49 until the gas in said chamber attains sufficient tension to open said valve 48, whereby there is pressure established in the charge-compressor cylinder 42 suificient to insure the combustion of a charge. To economize construction the pressure-valve 48 is formed with an upward extension constituting a piston safety-valve 50, having ports 50, and said valve may be loaded by any desired means-for instance, by a lever 51 and adjustable springs 52 and 52', connected to said lever. Passages 50 of the valves 48 and 50 place them in communication between the gas under tension and the atmosphere when the valves are sufliciently opened, and it is to be understood that the parts will be so proportioned that valve 48 may open to establish communication between the chamber 44 and the motor-supply pipe 49 without release of the gas under-pressure; but when the pressure increases beyond the desired limit an additional opening movement of the valve will take place, which will bring the safety-valve into action and permit the gas to escape through the ports thereof until the normal pressure for which the valve is set is reestablished. Valve-chamber 47, attached in any suitable manner, as by a threaded connection, to one end of extension 45, is L-shaped in cross-section, has a cylinder 47 for receiving the stem of the safety-valve 50, and has at one end a passage 52 communicating with the motor-supply pipe 49. This supply-pipe 49 is mounted within the tube 13 at the top of the frame and is kept cool by currents of air drawn through said tube by means of the intake-funnel or wind-sail 24, hereinbefore described, the office of said funnel being to collect and deliver air to the inside of said tube, and thereby cause it to surround and be applied to said pipe 49. At one end this supply-pipe 49 communicates with a port 80, leading to the high-pressure cylinder 16 of the motor, and from this cylinder the exhaust is delivered by suitable connections to the low-pressure cylinder 17, and from thence to the atmosphere. As shown in Fig. 3, the motorcylinders 16 and 17 are prolonged to form guides for the extensions of the pistons working in said cylinders, said pistons being connected to the cranks l8 and 19, as hereinbefore described.

To secure a stable support for the righthand end of the tube 13, the screw-brace 15 is provided with an eye surrounding said tube and is secured at its lower end to the base 11 of the motor-frame, and intermediate its ends said brace is equipped with nuts 53 for supporting the outer end of a bracket 62, (shown as of bowed formation,) which has its inner end 63 connected with one of the bearings for the crank-shaft 20.

As hereinbefore stated, no claim is made to the character of motor shown and described, and the invention is not limited thereto.

By locating the feed-pump in the fluid-receptacle the strokes of the plunger thereof agitate and mix the fluid to be vaporized, so that there is no tendency to deliver either the lighter or the heavier parts of said fluid separately to the charge-compressor cylinder and combustion-chamber.

After a charge has been consumed the end of the compressor-cylinder 42 is maintained at a temperature sufficient to cause the ignition of succeeding charges, and when the liquid fuel first placed in brazier is exhausted ignition continues to take place without the necessity of any special device for this purpose, said brazier ignition being suitable for a motor-cycle or a motor-bicycle, as it demands no attention after starting and the driver or rider is left free for other duties.

In operation my improved vaporizing mechanism works as follows: A small supply of liquid fuel having been placed in the brazier, (the latter preferably containing an asbestos wick,)said fuel is ignited,and the flame thereof soon brings cylinder 42 to a temperature sufficient to vaporize a mixed charge of compressed liquid and air contained therein and ignite the same. Valve 43 is opened by the pressure of the gas generated by the combustion of the charge, and the gas and unconsumed portions of the charge pass from the chamber 42 into the pressure-receiving and combustion chamber 44, where complete combustion takes place, and the gas generated thereby forces valve 48 open and escapes into valve-chamber 47, from which it is delivered to the supply-pipe 49, leading to the motor. This starts the crank 20 and the fly-wheel 21 in motion and through the connections described operates the feed-pump to keep up the supply of liquid in tubular connections 29 31, by which and piston 30 mixed charges of compressed liquid and air are delivered to the vaporizing and igniting devices, and the vaporizing and combustion mechanism continues to operate as long as it is desired to run the motor. Should the gas exceed the required pressure, it will blow off through the safetyvalve in the usual manner, said valve automatically closing after such action takes place.

By constructing the framework of the motor in the manner described it will be seen that a skeleton formationis provided which is open to the cooling action of the atmosphere, and by virtue of the intake-funpel or wind-sail 24 blasts of air are continually circulated around the gas-conveying pipe 49, and the same is thereby cooled to bring the products of combustion to an advantageous temperature. lhis construction is particularly advantageous when the vaporizing mechanism is employed with a motor used for driving a conveyance of any sort-as, forinstance, an automobile or other land or water conveyance for during the motion of such conveyance currents of cool air are continually passing around the pipe 49 and over the skeleton framework of the motor, thereby keeping the same and the parts connecting the charge compressing, igniting, and combustion devices with the fluidsupply pump cool, and therefore free from liability of danger from premature explosion.

Many details of my invention could be variously modified, and it is not limited to the vertical disposition of the parts shown and described, for, as is obvious, they may be arranged in any desired manner. Neither is the invention limited to the feed-pump shown, for it constitutes the subject-matter of my ap plioation filed July 5, 1900, Serial No. 22,543.

Having described my invention, I claim 1. The combination, with an igniting-chamber, of means for delivering fluid and air to said chamber and for compressing the same; means for igniting the mixed charge of fluid and air; a pressure and combustion chamber communicating with the igniting-chamber;

IIO

a valve between the pressure and combustion chamber and said ignitingchamber; and means for controlling the opening movement of said valve.

2. The combination, with a charge-compressor cylinder, of a feed-pump for delivering fluid to said cylinder; a piston working in said cylinder and constructed to permit the entrance of air to be mixed with said fluid; a pressure and combustion chamber communicating with the charge-compressor cylinder; a valve between the pressure-chamber and said cylinder; and a dash-pot for controlling the opening movement of the valve.

The combination, with a charge-compressor cylinder, of a feed-pump for delivering fluid to said cylinder; a piston working in said cylinder and having ports to admit air thereto to be mixed with said fluid; a pressure and combustion chamber communicating with said cylinder; a valve between the pressure-chamber and the charge-compressor cylinder; and a dash-pot integral with said valve for controlling its opening movement.

4. The combination,\vith an igniting-chamber, of a pressure and combustion chamber; a duct leading from said pressure and combustion chamber to a working cylinder; a valve between the igniting and pressure and combustion chambers; and aloaded valve for determining the pressure at which the contents of the pressure-chamber shall be admitted to said duct.

5. The combination, with a pressure-containing chamber, of a ductleading therefrom and communicating with a working cylinder, and a combined pressure and safety valve for controlling the passage of the contents of said chamber to said duct.

6. The combination, with a pressure-containing chamber, of a duct leading therefrom and communicating with a working cylinder, and a combined loaded pressure and safety valve for controlling the admission of gas to said duct.

7, The combination, with avalve-chamber, of a duct leading therefrom and communicating with a working cylinder; a combined loaded piston and face valve for controlling the passage of gas to said duct; a cylinder having a seat to receive the face portion of the valve; and another cylinder having an opening in which the piston portion of said valve is mounted.

8. The combination, with a fluid-well, of an adjustable pump-cylinder in said well, having openings communicating therewith; a charge-compressor chamber; a tubular connection leading from the pump-cylinder to said chamber; and a valve in said connection.

9. The combination, with a pump-cylinder, of a coacting plunger having a longitudinal duct, and also having a piston at its upper end; means for supplying liquid fuel to said cylinder; and a charge-compressor cylinder in communication with the duct of said plunger.

10. The combination, with a charge-compressor cylinder and its coacting piston, of a tubular pump-plunger connected to said piston; a pump-cylinder; and means for actuating said plunger and piston.

11. The combination, with a tubular pumpplunger having a piston at one end, of a charge-compressor cylinder with which said piston cooperates; a pump-cylinder cooperating with the pump-plunger; a cross-head connected to said plunger; guides for said cross-head; and means for reciprocating said cross-head.

12. The combination, with fluid-supply means, of a charge-compressor cylinder; a piston Working in said cylinder and connected with said fluid-supply means and having openings for the admission of air; and a valve shaped to conform to the upper part of said- 'piston, the construction being such that fluid cannot accumulate between the end of the piston and said valve, whereby clearance is reduced to a minimum.

13. The combination, with a reciprocatory tubular piston-rod and with means for supplying fluid thereto, of a charge-compressor cylinder with which a piston on said rod cooperates; a valve shaped on one side to fit the head of said piston; a dash-pot for controlling the opening movement of said valve; and means cooperating with said valve for conveying the generated gas to a motor.

HORACE L. ARNOLD.

Witnesses:

WM. H. BLODGETT,

F. N. CHASE. 

